Power transmission mechanism for hybrid type fly-wheel device

ABSTRACT

The present invention is concerned with a power transmission mechanism for a hybrid type fly-wheel vehicle, in which a fly-wheel is rotated by a drive shaft of an internal combustion engine, and, when the numbers of revolution of the fly-wheel reaches a predetermined value, the internal combustion engine is maintained in its idling state, whereby the propeller shaft is now rotated by the fly-wheel. When the numbers of revolution of the fly-wheel reduces, it is detected to drive the internal combustion engine to again increase the numbers of revolution of the fly-wheel. 
     Transmission and non-transmission of power between the abovementioned drive shaft and fly-wheel are effected through a clutch mechanism which connects and disconnects in accordance with the numbers of revolution of the internal combustion engine.

TECHNICAL FIELD

This invention relates to a power transmission mechanism for a hybridtype fly-wheel vehicle, in which a fly-wheel is incorporated in avehicle driven by an internal combustion engine.

BACKGROUND ART

Of recent, it has been desired to attempt, from the resources-savingstandpoint, to promote energy saving to those vehicles driven by aninternal combustion engine which uses gasoline as its fuel. Up to thepresent, however, no appropriate energy saving technique has yet beendeveloped to this kind of vehicles.

DISCLOSURE OF INVENTION

The present invention aims at attaining the energy saving purpose by asimple construction of such vehicles with the internal combustion engineas their driving source.

The abovementioned purpose of the present invention can be achieved by apower transmission mechanism for a hybrid type fly-wheel vehicle havinga fly-wheel which receives power from a drive shaft of the internalcombustion engine, a propeller shaft which receives the power from thefly-wheel, a clutch mechanism which is connected and disconnected inaccordance with numbers of revolution of the internal combustion engineprovided in a power transmission system for the abovementioned driveshaft and the fly-wheel, a first control mechanism which disconnects theabovementioned clutch mechanism and closes a throttle valve by detectingthat the numbers of revolution of the internal combustion engine haveincreased to a predetermined value, and a second control mechanism whichdetects decrease in the numbers of revolution of the fly-wheel, opensthe abovementioned throttle valve, and again connects the clutchmechanism.

As mentioned above, when the internal combustion engine reachespredetermined numbers of revolution, the numbers of revolution of theinternal combustion engine is reduced to that of an idling state and thevehicle is changed to its fly-wheel running, so that the presentinvention is able to attain the energy saving purpose. In addition, itsconstruction is simple.

BRIEF EXPLANATIONS OF DRAWING

FIG. 1 is an explanatory diagram of operation of one embodiment;

FIG. 2 is a cross-sectional view showing a relationship between anelectromagnetic clutch and gear/fly-wheel;

FIG. 3 is an explanatory diagram of operation of another embodiment.

BEST MODE TO PRACTISE THE INVENTION

In FIG. 1, 1 refers to a fly-wheel casing, within which a fly-wheel 3 issupported on a shaft 2 in a freely rotatable manner. Also, a drive shaft4 which receives power from the internal combustion engine and apropeller shaft 5 which is led to a differential gear are respectivelysupported in a rotatable manner on a side wall and a partition wall ofthe casing.

A plurality of ring gears 5₁ -5_(n) are formed in a concentric andcircumferential manner on the surface of the abovementioned fly-wheel 3opposite the shafts 4, 5. The ring gears are meshed with drive gears 61,62 rotatably supported on the drive shaft 4, reverse gears 71, 72rotatably supported on the propeller shaft 5, and driven gears 8₁ -8_(n)disposed in confrontation to the reverse gears with the shaft 2 as theseparating point.

FIG. 2 shows one example of the electromagnetic clutch MC which connectsand disconnects each of the abovementioned gears with and from the driveshaft 4 or the propeller shaft 5, which is constructed with a rotationaldisc 9 fixed on the drive shaft 4, a clutch disc 10 spline-connectedwith the inner peripheral surface of the rotational disc 9, a frictionplate 11 fixed on a gear 6 in confrontation to the clutch disc 10, andan electromagnet 12 provided in the clutch disc 10 as an integral partthereof. A ring-shaped contact 13 is fixed on the drive shaft 4, and thecontact is connected with the electromagnet 12 through a lead wire 14passing through a hole 41 (or a groove formed in the outer peripheralsurface) of the drive shaft 4. A contact 15 is electrically contacted tothe abovementioned ring-shaped contact 13. Electric conduction to thecontact piece is controlled by the numbers of revolution of the internalcombustion engine and a treading quantity of an accelerator pedal, aswill be described later.

The abovementioned contact and contact piece which connect anddisconnect each of the electromagnetic clutches MC in the abovementioneddrive gears 61, 62, the reverse gears 71, 72, and the driven gears 8₁-8_(n) are shielded by covers 161, 162.

17 refers to a tachometer which indicates numbers of revolution of theinternal combustion engine, 18 refers to an indicator needle thereof,and a-c refer to electrical contacts provided at the respectivepositions of 800-1,000, 1,100-3,400, and 3,500 revolutions on an displaypanel of the tachometer. The contacts a, b are respectively connected tothe electromagnetic switches S1, S2 and the contact c is connected tothe electromagnetic switch S3. 19 refers to a tachometer to indicatenumbers of revolution of the fly-wheel 3, 191 refers to an indicatorneedle thereof, and d refers to an electrical contact provided at aposition of 0-1,000 revolutions on the display panel of the tachometer,which is connected to one of the contacts A of the electromagneticswitch S4.

20 refers to a throttle valve of a carburetor, 21 refers to anenergizing coil which controls the throttle valve for its opening andclosing.

22 refers to an accelerator pedal. An electrical contact e is providedat the tip end of an oscillating link 23 of the pedal, and a pluralityof contacts f₁ -f_(n) are provided on a moving locus of the contact e.The contacts f₁ -f_(n) are electrically connected with each of thecontact pieces in the abovementioned contact cover 162 throughadvancing-and-reversing lever switch circuits 24a, 24b. Theabovementioned advancing-and-reversing lever switch circuits 24a, 24bhave an advancing contact g, a reversing contact h, and a neutralcontact j, which are jointly changed over by operation of a lever (notshown in the drawing). By treading the abovementioned accelerator pedal22, the electromagnetic clutches MC of the driven gears 8₁ -8_(n) andthe reverse gears 71, 72 are so constructed that they may besequentially connected from the center of the fly-wheel to its outerperiphery.

25 refers to a control valve mechanism for absorbing shock from brakingaction, when the accelerator pedal 22 is abruptly released from itsstate of treading, 26 refers to a tensioning coil spring for theoscillating link 23, and 55 refers to a constantly closed switch whichis opened by treading the brake to interrupt electric conduction to theelectromagnetic clutches MC of the gears 71, 72, 8₁ -8_(n) at the timeof the abrupt vehicle stoppage. 27 refers to a dumper or hydraulicclutch provided on the propeller shaft 5 to absorb shock from speedchanging operation.

In the following, explanations will be made as to the operations of theFIG. 1 embodiment.

When the internal combustion engine is started and the main switch MS1is closed, there is formed a circuit routing a power source (+)→the mainswitch MS1→the indicator needle 191 of the fly-wheel tachometer→thecontact d→a contact A of the electromagnetic switch S4→theelectromagnetic switch S4→a contact B of the electromagnetic switchS3→the power source (-), whereby the electromagnetic switch S4 ischanged-over to a contact D. At the same time, the energizing coil 21 ofthe throttle valve 20 is electrically conducted through the contact D,so that the throttle valve 20 is opened.

When the numbers of revolution of the internal combustion engineincreases and the indicator needle 18 of the tachometer contacts thecontact a, the electromagnetic switch S1 is electrically conducted,whereby it is changed over from a contact E to a contact F. At the sametime, there is formed a circuit routing the power source (+)→the contactF of the electromagnetic switch S1→the contact piece 15a→theelectromagnetic clutch MC of the first drive gear 61→ground, whereby theelectromagnetic clutch MC is connected and the power of the drive shaft4 is transmitted to the fly-wheel 3 through the gear 61. Further, whenthe numbers of revolution of the internal combustion engine increasesand the indicator needle 18 contacts the contact b, the electromagneticswitch S2 changes over from a contact G to a contact H, wherey theelectromagnetic clutch MC of the second drive gear 62 is now connected.As the result of this, the power from the drive shaft 4 is transmittedto the fly-wheel 3 through the gear 62, and the numbers of revolution ofthe fly-wheel increases.

When the advancing-and-reversing lever is shifted to the advancing side,the switch circuit 24a is changed over to the contact point g, and theaccelerator pedal 22 is trod, the electromagnetic clutches MC of thedriven gears 8₁ -8_(n) are sequentially connected and the driving forceof the fly-wheel 3 is transmitted to the propeller shaft 5 through thedriven gear 8₁ -8_(n), whereby the vehicle runs forward.

When the numbers of revolution of the internal combustion engine reaches3,500 revolutions, the indicator needle 18 of the tachometer 17 contactsa contact C, whereby there is formed a circuit routing the power source(+)→the main switch MS1→the contact D of the electromagnetic switchS4→the indicator needle 18→the contact C→the electromagnetic switchS3→the power source (-), and the electromagnetic switch S3 is changedover to a contact I. At the same time, as the electric conduction to theelectromagnetic switch S4 is interrupted, the switch S4 is changed overto the contact A. In this case, the indicator needle 191 of thefly-wheel tachometer is at a position off the contact d, because thenumbers of revolution of the fly-wheel has increased to 1,000revolutions and above. On account of this, electric conduction to theenergizing coil 21 of the throttle valve 20 is interrupted, and thethrottle valve 20 is closed. In other words, the internal combustionengine is brought to a state of idling (700 revolutions or so), and thevehicle is in a fly-wheel running.

When the numbers of revolution of the fly-wheel decreases, and theindicator needle 191 contacts the contact d, the electromagnetic switchS4 is electrically conducted, and changes over from the contact A to thecontact D with the consequence that the throttle valve 20 opens by theaction of the energizing coil 21, and the numbers of revolution of theinternal combustion engine increases again.

For reversing the vehicle, the operating lever is shifted to the reverseposition to change the switch circuit 24b over to the contact h.

The contact k provided at the side of the speed higher than theelectrical contact d of the fly-wheel tachometer 19 (the numbers ofrevolution of the fly-wheel being 2,000 or so) is to maintain high speedrunning without decreasing the numbers of revolution of the fly-wheel 3to an extreme degree. When the contact k and the contact A side of theelectromagnetic switch S4 are closed, the energizing coil 21 iselectrically conducted as long as the contact k and the indicator needle191 are in mutual contact, and the throttle valve 20 is opened. As theconsequence of this, the power from the drive shaft 4 is transmitted tothe fly-wheel 3 to maintain rotation of the fly-wheel 3 at a high speed.

In the above-described construction, when the treading of theaccelerator pedal is released at the time of the vehicle speed beingreduced for stoppage, the contact e gradually returns from f_(n) to f₁by the action of the control valve mechanism, and each of theelectromagnetic clutches MC of the driven gears 8₁ to 8_(n) isdisconnected from 8_(n) to 8₁. During this period, the rotational forceof the wheels is accumulated in the fly-wheel 3 through the propellershaft 5 and the driven gears 8_(n) -8₁ so as to be prepared for thesubsequent abrupt start. At the time of the abrupt vehicle stoppage, thebrake pedal is trod to open the switch S5 thereby opening the entireclutches of the driven gears 8₁ -8_(n). As the consequence of this, nodriving force from the wheels is accumulated in the fly-wheel, and thevehicle can be stopped safely and without failure.

Incidentally, it is also possible that, instead of the control valve 25,the intervals among the contacts f₁ -f_(n) are constructed withproximity switches and delay timers so as to be controlled in accordancewith the vehicle speed.

FIG. 3 shows another embodiment, in which the abovementioned fly-wheelis divided into two portions of the first fly-wheel 3a and the secondfly-wheel 3b. The second fly-wheel 3b is rotatably supported on theshaft 2, and has an energizing coil 29 at a position opposite the firstfly-wheel 3a.

l refers to a contact provided at the high speed side of the fly-wheeltachometer 19, and is connected to the electromagnetic switch S7. One ofthe contacts K of the electromagnetic switch S7 is connected to thepower source through the contact E. On the other contact, there isprovided a contact piece 30 through a lead wire to be contacted to thecontact 29a of the energizing coil 29.

When the mechanism is constructed as mentioned above, the rotationalforce of the wheels is transmitted to the first fly-wheel 3a through thepropeller shaft 5 and the driven gears 8₁ -8_(n) in the steps rangingfrom speed reduction to stoppage of the vehicle. And, when the numbersof revolution of the first fly-wheel 3a increases, the indicator needle191 of the tachometer contacts the contact l, whereby there is formed acircuit routing the power source (+)→the main switch S1→the indicatorneedle 191→the contact point l→the electromagnetic switch S7→the powersource (-), and the contact L of the electromagnetic switch S7 ischanged over to the contact K. At the same time, there is formed anothercircuit routing the power source (+)→the contact E of theelectromagnetic switch S1→the contact K of the electromagnetic switchS7→the contact piece 30→the energizing coil 29→ground, and theenergizing coil 29 is electrically conducted. On account of this, thesecond fly-wheel 3b also rotates together with the first fly-wheel 3a toaccumulate therein the rotational force of the wheels. Accordingly,recovery rate of the braking energy becomes high, which can be utilizedas the energy for the subsequent starting.

Even when the indicator needle 191 gets off the contact l, theelectromagnetic switch S7 is self-sustained. When the first fly-wheel 3ais rotated by the internal combustion engine, as the contact E of theelectromagnetic switch S1 has been changed over to the contact F, theelectromagnetic switch S7 is released from its self-sustaining state,and no electric conduction is effected to the energizing coil 29 of thesecond fly-wheel 3b, so that there is no possibility of the secondfly-wheel 3b becoming a load to the internal combustion engine.

I claim:
 1. A power transmission mechanism for a hybrid type fly-wheelvehicle, comprising in combination:(a) a casing; (b) a drive shaftconnected to an internal combustion engine, and supported in one part ofsaid casing; (c) at least one fly-wheel rotatably supported on a shaftwhich is disposed perpendicularly to said drive shaft; (d) a propellershaft held in said casing in alignment with said drive shaft and whichreceives driving power from said fly-wheel; (e) a plurality of ringgears formed concentrically and circumferentially on the surface of saidfly-wheel; (f) drive gears rotatably supported on the drive shaft; (g)reverse gears and driven gears rotatably supported on said propellershaft, said driven gears being separated from, and confronting to, saidreverse gears with said fly-wheel supporting shaft as a separatingpoint; (h) an electromagnetic clutch mechanism coaxially provided oneach of said drive gears, reverse gears, and driven gears, said clutchmechanism functioning to connect and disconnect each said gear inaccordance with numbers of revolution of the internal combustion engine;(i) a first control mechanism which disconnects said electromagneticclutch mechanism, and closes a throttle valve by detecting increase inthe numbers of revolution of the internal combustion engine to apredetermined value; and (j) a second control mechanism which opens saidthrottle valve, and connects said electromagnetic mechanism again bydetecting decrease in the numbers of revolution of said fly-wheel to apredetermined value.
 2. The power transmission mechanism as set forth inclaim 1, wherein said fly-wheel comprises first and second fly-wheelcomponents, and said second fly-wheel component is provided with anelectrically energizing means to connect and disconnect said secondfly-wheel component to said first fly-wheel component when said firstfly-wheel component reaches its predetermined numbers of revolution. 3.A power transmission mechanism for a hybrid type fly-wheel vehicle,comprising in combination:(a) a casing; (b) a drive shaft connected toan internal combustion engine, and supported in one part of said casing;(c) at least one fly-wheel rotatably supported on a shaft which isdisposed perpendicularly to said drive shaft; (d) a propeller shaft heldin said casing in alignment with said drive shaft and which receivesdriving power from the fly-wheel; (e) a plurality of ring gears formedconcentrically and circumferentially on the surface of said fly-wheel;(f) drive gears rotatably supported on said drive shaft; (g) reversegears and driven gears rotatably supported on said propeller shaft, saiddriven gears being separated from, and confronting to, said reversegears with said fly-wheel supporting shaft as a separating point; (h) afirst electromagnetic clutch mechanism coaxially provided on each ofsaid drive gears to connect and disconnect each said gear in accordancewith numbers of revolution of the internal combustion engine; (i) afirst control mechanism to disconnect said first clutch mechanism andclose a throttle valve by detecting increase in the numbers ofrevolution of the internal combustion engine to a predetermined number;(j) a second control mechanism to open said throttle valve and connectsaid first clutch mechanism again by detecting decrease in the numbersof revolution of said fly-wheel to a predetermined number; (k) a secondelectromagnetic clutch mechanism coaxially provided on each of saidreverse gear and driven gears to connect and disconnect each said gearin accordance with speed increasing and decreasing operations of anaccelerator operating section; and (l) a third control mechanism whichdisables function of said accelerator operating section in associationwith stopping operating of a brake operating section to release saidsecond electromagnetic clutch mechanism.
 4. The power transmissionmechanism as set forth in claim 3, wherein said fly-wheel comprisesfirst and second fly-wheel components, and said second fly-wheelcomponent is provided with an electrically energizing means to connectand disconnect said second fly-wheel to said first fly-wheel when saidfirst fly-wheel component reaches its predetermined numbers ofrevolution.